Aerial train



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w. E. IKERMAN AERIAL TRAIN Filed Oct. 7, 1922 I 12 Sheets-Sheet 12 a I Wgne E. Ik'bman v 61mm Patented July 1, 1924.,

WAYNE E. IKERMAN, OF LONG'FBEAC H, MISSISSIPPI, ASSIGNOR OF FORTY'ONE-HUN- DREDIHS TO BERNHARD REIN'IKE AND. FIVE ONE-HUNDREDTHS TO FREDERICK IRAN, BOTH 0]! LONG BEACH, MISSISSIPPI.

L TR.

Application filed October 7, 1922. Serial No. v593,005.

is to provide an improved air ship struc-- ture for carrying a large number of passengers or a great quantity of freight, which will be stable in flight, easy to control, and capable of maintaining agreat speed with a maximum amount ofsafety.

Another prime object of the invention is to provide a novel means of bracing the improved air ship and all parts thereof, so that a strong and durable construction will be had, which will be perfectly-balanced,

will form a stream line front for dividing the air stream of the tractor propellers, the

coach bodies being so formed as to direct the air under the sustaining aerofoils or wings, and causing an equal air stream on each side ofthe body for the'blades of the pushing propellers to act in, when such are provided.

A further object of the invention is to provide novel vertically disposed stabilizers preferably carried bythe nacelles or coach bodies and disposed at appropriate points throughout the length of the air ship, said stabilizers preventing side sway and lateral shifting of the air ship, and forming means for dividing the air currents and directing the same under the sustaining Wings or aerofoils.

A further object of the invention is to thus rendering the airship stable in flight, provide novel means for arranging the lonequally upon the air, thus efi'ectively loal-v the main longerons or longitudinal spars and the main vertical compression struts being disposed out of the direct path of the wind forces, thereby effectively diminishing the head resistance of the improved airship,

and eliminating unnecessary strain on the framework thereof. i

A further object ofthe invention 1s to provide an improved air ship embodying a plurality of collinear arranged nacelles or coaches for the passengers and freight, the coaches, or certain of the coaches carrying pusher and tractor propellers for driving the airship through the air, and a plurality of wings or aerofoils braced and connected together in a novel manner.

A further object of the invention is to provide novel means for arranging the pusher propellers so that the blades thereof will always be disposed "in, an equal air stream, whereby the propellers -will act ancing the propellers, preventing an unbalanced strain thereon and unnecessary strain gerons and the compression vertical struts directly in rear of the said coach bodies and vertical stabilizers, whereby the said longerons and compression struts will be out of the direct path of the wind resistance.

A further object of the invention is to provide novel means for arranging the wings or sustaining aerofoils for the airship, the Wings being arranged in spaced relation throughout the length of the airship topermit the maximum benefit to be ob tained therefrom and to balance to be had by the a1r ship, the aerofoils and su porting wings being spaced at the longitudinal center of the airship or at the point of disposal of the nacelles or coach bodies and the stabilizers, whereby the stabilizers are permitted to engage the airstream with maximum benefit to part and guide the same under the sustaining aerofoils and wings, said open spaces also tending to stabilize the airship and decrease the weight ther eof.

A further object of the invention is to provide improved sustaining aerofoils or wings for the airship, the trailing edges of the aerofoils being disposed below or in ali II o with the lower surface of the leading edge of the following aerofoils, the trailing edges being so shaped as to direct the major portion of the air stream under the following aerofoils to permit all of the aerofoils to efiiciently act upon the air stream, all of the aerofoils being cambered from their leading edges to a point short of their trailing edges, the portions of the aero. foils in the rear of the cambered portions thereof being disposed in a horizontal plane and then inclined upwardly to their trailing edges, said surfaces tending to guide'the air back and up under the following aerofoils, and giving the air stream a wave. like motion, the peaks of which tend to act upon the camhered surfaces of the aerofoils to cause the liftin and sustainin of the airship.

A fort" or object of file invention 1S to provide an improved aeroplane embodying a plurality of collinear arranged coaches or nacelles connected and placed together in novel manner, stabilizers carried by the coaches for preventing lateral shifting or side slide of the machine, and sustaining surfaces associated with the coaches or nacelles and supporting framework therefor, the construction of the airship being such that thesame can be either of the monoj lane or multiplane type and either of the and or water type.

A further object of the invention is to provide a novel center ship and side floats for the airship when the same is cf-the water type, said center ship and side floats being constructed so as to ivide and cut through the air stream and water, and to permit the easy gliding of the machine over the surface of the water, the center ship and side floats being also so shaped as to permit the easy rising of the airship from the water without the natural adhesion of the water thereto.

A further chest of the invention is to provide a nove means for arranging the coaches or nacelles one upon the other, when the airship is of a relatively large type, the

coach bodies bein so ananeedthat the propellers carri t ereby will not interfere with one another, and will not interfere with. the action of each other in the air stream. 7

Ahrrther object of the invention is to provide a novel means for incorporating an improved stabilizer which has great mabiliaing capacity with the empennage of the ear lane whereby the maximum benefit will be erived from the rudder and elevators of'the airship. Y

ll. farther ob'ect of the invention is to provide an airs" ip of the above character, in which the center ship and side floats are incense so constructed that the necessity of projecting the same beyond the front end of the air ship is eliminated, thereby. reducing the head weight of the airship and reducing the likelihood of the airship nose diving and permitting the front end of the machine to rise easily on'the initial take 013, the sustaining aerofoils being disposed at the start arrangement and formation of parts, as will be hereinafter more specifically described,

claimed and illustrated in the accompanying drawings, forming a part of this specification in which drawin s:

Figure l is a perspective view of the forward end of the airshi of the seaplane type, constructed in accor ance with my inventionand embodying a novel center ship and novel side floats, the center ship and side floats each carrying a plurality of the novel coaches.

Figure 2 is a perspective view of the intermediate portion thereof. i

Fi re 3 is a perspective view of the rear or tail end portion thereof.

lFignre d is a top plan view of the improved aeroplane of the type illustrated in Figures 1,2, and 3, a portion being broken away and. removed to condense the view.

Figure 5 is a perspective view of the forward end of an airship constructed in accordance with this invention of the seaplane type, embodying a center ship and side heats, the nacelles or coaches bein all disposed directly above the center s ip, the outer floats acting in the nature out riggerathe sea plane being shown of the multiplane type.

Figure 6 is a fragmentary side elevation of the forward end oif-an airship of the seaplane type, the nacelles or coach bodies being all disposed above the central ship, the airsh? being shown of the combined triplane anl biplane type.

- igure 7 is a fragmentary side elevation of the rear end of the last .mentioned airshiip.

igure is an enlarged fragmentary perspective view of the airship or the seaplane t pe, showing the novel frame work for r till.

Lilli]:

i Figure is a iiagmentary detail front I elevation of one ofthe side compression whereby the air stream will be struts for connecting the'wings with the side floats, when the same are in the nature of Outriggers.

Figure 11 is a fragmentary plan view of a land plane Constructed in accordance with the invention having a single row of longitudinally aligned nacelles. or coach bodies, the airship being of the combined monoplane and biplane type.

Figure 12 1s a fragmentary side elevation of the forward end of this type of aeroplane.

Figure 13 is a fragmentary side elevation of the rear end of this type of aeroplane.

Figure 14 is a front elevation of the same.

Figure 15 is an enlarged perspective View of the rear end of this type of aeroplane showing the improved control with the safety pulley which is similar to or substantially the same as the control shown in Figures 1 to 4 inclusive and showing the novel means for combining the stabilizer empen-.

na e, elevator and rudder. I

igure 16 is 'a detail side elevation of one of the com ression strut members utilized for connectmg the keel with the longitudinally extending longeron or' longitudinally extending spar, 'of the airplane or aerial train.

Figure 17 is a rear end elevation of one of the nacelles or coach bodies, showing the means of mounting the pusher propeller thereon, whereby the propeller blades -will be equally disposed in the air-stream.

Figure 18 is a pers ective view of one of the nacelles or coach odies.

Figure 19 is a side elevation of the same. Figure 20 is a top plan view of the same. Figure 21 is a diagrammatic view, showing the wing or aerofoil arran ement, irected from the leading .aerofoil under the following aerofoil. the aerofoils shown being of the type utilized for obtaining speed. I

Figure 22 is a similar view, showing the type of aerofoils used when the carrying of weight. is more essential than attaining a hi h speed.

eferring to the drawings in detail, wherein similar reference-characters designate corresponding parts throughout the.

several views, the letter A generally indi-' cates a multiplane airship or aerial train of the sea lane type, having a plurality of rows 0 collinear nacelles or coach bodies arranged above the center ship and side floats; B, a multiplane aeroplane of the seaplane type, showlng a single row of collinear coaches arranged directly above the intermediate or central ship; C, a combined triplane and biplaneof the seaplane type,

showing a single row of coaches arranged above and carried by the center ship; and D, a combined monoplane and biplane aeroplane or aerial train of the land going type, showing the single row of collinear nacelles or coach bodies.

All of the types A, B, C, and D embody the main features of the invention and Sim ply illustrate the'means of applying these main principles to diflerenttypes of aerial vehicles.

The im roved air vehicle or aerial train, designa by the reference character A includes essentially the frame E; the sustaining surfaces F; the nacelles or coach bodies G; the stabilizers H; the center ship and the elevator M; and the rudder N.

The frame E includes the central 'frame arranged above the central ship l and the 'side frames 26 and 27 arranged above the side floats J and K. The central frame 25 and the side frames 26 and 27 each include the longitudinally extending spars or longerons 28 which extend. the full length of the aerial train or air vehicle. These longitudinal] extending spars or longerons- 28 are re erably of a truss construction preferab y built u of structural steel and. are disposed one a ove the other in spaced verti cal alignment. There may be as many of these longitudinally extending spars or longerons 28 disposed in vertical alignment as is considered necessary according to the height of theimproved airplane or vehicle and the number of lanes or sustaining surstruction preferably built up of structural steel. As shown in the drawings, these vertical strutsconsists of tubes or rods suitably connected together. These vertical struts 29 extend upwardly from the center ship I and the side floats J and K to the uppermost longitudinally extending spars or longerons 28. The lower terminals of these vertical struts are connected to reinforced portions of the center ship and side floats, and as shown in Figure 9 of the drawings, the same each include a central rod 30 extend; ing up from the center ship and side floats, and diverging side bars 31 extending up from the center ship and side floats. The center bar 30 and the diverging side bars 31 are secured to a horizontal rod 32, and these bars 30, 31 and 32 may be further braced by means of brace bars 33. Extending up from the center ship and side floats areside su porting bars 34 which are secured to t e side bars 31 at a point intermediate their ends. The horizontalbar 32 in turn supports a central bar 35, which may form a continuation of the central bar 30, diverging bars 31, and side supports. 36 which are similar to the side supports 34:. This construction is duplicated for the entire height of the compression struts, as can be readily seen by referring to Figures 1, 2, and 3 of the drawings. The frames 25, 26, and 27 formed by the longitudinally extending spars 28 and the vertically extending compression struts 29 can be suitably connected together by transversely extending spaced rods or spars if so desired, and the sustaining surfaces F form additional means for connecting these frames together.

In View of the fact that the side floats J and K, which will be hereinafter more fully described, terminate short of the rear end of the central ship ll, the side frames 26 and 27 terminate short of the central frame 25, as can be readily seen by referring to Figures 1, 2, and 3. The central frame supports the empennage L, the rudder N and the elevators M, as can also be clearly seen by referring to Figure 3 of the drawings. The frames 25, 26 and 27 are so arranged that they will be out of the airstream formed by the air vehicle or aerial train, as will be hereinafter more fully apparent, and this arrangement forms an important feature of my invention.

The sustaining'surface F includes a plurality of transversely extending banks of aerofoils 10, which are arranged in spaced relation longitudnally of the air vehicle, and as shown, these banks of aerofoils 40 start directly at the front of the air vehicle and end at a point adjacent to the rear ends of the side floats J and K. lit can be seen that the central frame 25 projects rearwardly of the banks of aerofoils 4:0 and supports the tail of the air vessel. There may be as many superposed aerofoils in each bank of aerofoils as desired, and as shown in the form A of my invention, l[ have provided a multiplane air vessel, in which certain banks of aerofoils include four superposed aerofoils, and other include three superposed aerofoils. These banks of aerofoils 40 extend intermediate the frames 25, 26 and 27, as at 41 and 42, and outwardly and upwardly from the side frames 26 and 27, as at 43 and 44:, Spaces 45 are left between the portions of the aerofoils 41, 4:2, 4:3 and at as can be clearly seen by referring toFigures 2 and iof the drawings, and these spaces 45 are in direct alignment with the frames 25, 26 and 27. In these spaces are disposed the nacelles or coach bodies G and stabilizers H, and if so desired, the aerofoils can be suitably connected to the coach bodies or nacelles and to the stabilizers. It is to be also understood that these aerofoils are suitably braced internally, if so desired, and suitably connected to the frames 25, 26 and 2'3. By leaving the open spaces 45, the aircraft is considerably rheasae lightened and permits the perfect balance thereof to be had. The banks of aerofoils 4C0 are connected tpgether by rods 46 and the.

aerofoils in each bank are connected together by vertically extending compression bars or struts 47. These aerofoils as well as the frames 26, 27 and 28 are suitably braced and connected by tension cables which will be hereinafter more fully described.

The aerofoils are of a novel configuration and form an important feature of my in vention, and as shown in Figures 21 and 22, each aerofoil includes a forward cambered portion 48 extending from the leading edge thereof to a point short of the trailing edge thereof. Directly in rear of the cambered portion of the aerofoil, the same extends forwardly in a horizontal plane, as at 49 for a short distance, and then inclines upwardly and rearwardly as at 50 to its trailing edge. a

This novel construction permits the aero-' foils to engage the air. stream for lifting and sustaining the air vessel or-aerial train and to then guide and deflect the major portion of the air stream back and under the following aerofoils. It can be seen that the trailing edge of the aerofoils are below the leading edge of the following aerofoils, The cambered portion 48 of the aerofoils acts and has the same function as the ordinary aeroplane wings, that is for lifting and sustaining the aerofoil while the horizontal portion 49 tends to shoot and direct back the air stream, while the inclined portion 50 tends to direct the airstream back" at a slight incline under the following aerofoil. This novel construction moves out the air stream and tends-to give the same a steady wave like motion, the peaks of which engage under the cambered portion 48 of the aerofoils for lifting and sustaining the airship. As shown in'Figure 21. of the drawings, the cambered portions 4:8 are of a relatively small chord and thus these aerofoils are particularly adapted for use on air vessels, which are intended for high speed. The aerofoils, disclosed in Figure 22, have the cambered portion l8 thereof provided with a relatively large chord, as indicated by the reference character 51, and thus these aerofoils are particularly adapted for use on aircraft intended for carrying great weights, and for relatively low speed. This cambered portion can, of bourse, be varied to suit difi'erent conditions and to suit diderent types of my aircraft as disclosed.

The nacelles or coach bodies G in the type A of my aircraft are, arranged above the center ship I and side floats, J and K, and these nacelles or coach bodies G are not of the same configuration, and itis also preferred that the coach bodies or nacelles iii) llS

G which are arranged above the central ship T, be formed relatively larger than nacelles'or' coachbodies G carried by the side floats J and K. These nacelles or coach bodies G are arranged in collinear spaced relation and start at the front of the aircraft and continueon back toward the rear end of the aircraft. Referring toFigures 1 and 2 of the drawings, it can be seen that there are three intermediate nacelles or'coach bodies G, as indicated by the reference characters 55, 56, and 57, three rear nacelles or coach bodies as indicated by the reference characters 58, 59 and 60, and front nacelles 'G indicated by the reference characters 52, 53 and 54, which are carried by the'for ward terminals of the center ship I and the side floats J and K, and the stream. line configuration of these nacelles, Which'will be hereinafter more fully described, merge into 1 the stream line configuration of the center ship I and the side floats J and K,

which will also be hereinafter more fully described. The central intermediate and central rear nacelles or coach bodies indicated by the reference characters 55 and 58 are disposed directly above and connected with the intermediate portions of the central ship I, and these nacelles or coach bodies are formed relatively long and may have disposed on top thereof, other coach bodies or nacelles, as indicated by thereference characters 61 and 62. These coach bodies or nacelles indicated by the reference characters 61 and 62 are'arranged in novel relation to the nacelles or coach bodies indicated by the reference characters 55 and 58, in order that the pusher propellers carried by the said nacelles or coach bodies indicated by the reference characters 55, 58, 61 and 62 can be used to the best advantage. Now, as intimated, it can be seen that all of the nacellesor coach bodies G are provided with forward tractor propellers 63 and rear pusher propellers 64. These nacelles are so constructed and the pusher propellers so arranged in relation thereto that the pusher propellers 64 will be perfectly balanced and permitted to engage in equal air streams, on opposite sides of the nacelles.

These nacelles or coach bodies are fitted out similar to the ordinary railway train coaches in so far as possible, and are pro-' vided with any preferred type of window lights 65. The engines for driving the tractor and pusher propellers 63 and 64 may be arranged in any preferred manner in the coach bodies, but preferably adjacent to the lower sides thereof, so that the center of gravity will be relatively low in the aircraft. Whilein the 'drawin I have shown all of the nacelles or coac bodies G provided with driving and tractor propellsimply as passenger or freight coaches and the driving-meansthereof can be eliminated. While I have not shown which of the nacelles or coach bodies are for carrying passengers or freight, it is to be understood that some of the coach bodies can be used only for freight and some only for passengers, or parts of the nacelles or coach bodies can be used forfreight and the other parts for passengers.

In view of the .fact that the configuration offthe nacelles or coach bodies'G are substantial] the same, onlyone nacelle or coach body'wi be described, in detail but it is to be clearly understood that while all of the V-shaped bottoms-of the nacelles or coach bodies incline rearwardly, the V-shaped bottoms of the coaches or nacelles which carry tractor and pusher propellers incline "downwardly and rearwardly at the rear plates 71 which provide a centrally disposed vertically positioned sharp air cutting edge 72 and these diverging plates-71 extend back from the shar leading edge 72 to the side walls 66 and form means for dividing the air stream for flow back under the wings or banks of aerofoils 40. The bottom wall 69 also includes a pair of inclined plates 73, which incline downwardly and inwardly toward the longitudinal center of the nacelles or coach bodies G and the side plates 66. This forms a substantially V-bottom on the coaches and as these side plates 73 decrease in width toward their rear ends, as indicated by the reference characters 74, it can beseen that the air will be forced downward in aninclined direction which will also tend to support the nacelle bodies to a certain extent. v

As clearly shown in the drawings,the nacelles or coach bodies are connected with the center ship- I and side floats J and K by suitable stay rods or the like 75, and the coach bodies can be internally braced in any preferred manner. The tractor propellers 63 are of course disposed at the leading sharp edge 72 of the nacelles or coach bodies G, while the pusher propellers 64 are disposed at the rear end of the nacelles or coach bodies G at the longitudinal axes thereof. The tips of the blades 'of the pusher propellers 64 will project ual distances beyond the side faces or wa $66 of the nacelles or coach bodies, and as the air is ually divided by the side plates 71 of the ront wall 68, the propeller blades will act in equal air Streams and thus be perfectly balanced, preventing unbalanced tit) strain on the propeller and undue strain on the one.

The formation of the nacelles and the arrangement of the propellers in relation thereto forms an important part of my in-' vention as hereinbefore su gested.

The nacelles or coach bodies 61 and 62 are formed relatively shorter than the nacelles or coach bodies 55 and 58, and thus the forward and rear ends thereof terminate inwardly of the front and rear ends of the nacelles or coach bodies 55 and 58. Thus the tractor and pusher-propellers carried by the nacelles, or coach bodies 61 and 62 will not be in the same plane as the propellers carried by the nacelles or coach bodies indicated by the reference characters 55 and 58 and will not interfere with one another.

As clearly shown in Figure 8 of the drawings, diagonally extending longitudinally disposed tension cross wires or steel rods or cables 76 are extended through the lower naoelles or coach bodies Gr. These cables or steel rods have their lower terminals connected to suitable reinforced members 77 carried by thecentral ship and side floats, and the upper terminals thereof are connected to adjacent vertical strut members 29. The

upper nacelles or coach bodies 61 and 62 are also preferably braced in the same mannor by similar cables or steelrods 7 8, and these cables or steel rods are connected to adjacent vertical struts 29 and the longitudinally extending main spars or longerons 28. If so desired, the stabilizers can also be braced by similar diagonally extended cross cables or steel rods 7 9 which also can be connected to adjacent longitudinally extending spars 28 and vertical strut members 29.

As heretobelore suggested, the longitudinally extending spars or longerons'28 and the vertical strut members 29 are braced and connected by diagonally extending" tension cables or steel rods 80; and these tension cables may extend from one vertical compression member or strut 29 to another and from one longitudinally extending spar or longeron 28 to the other. The lowermost longitudinally extending spars are also braced by similar cables or steel rods Sl, which are connected to the reinforced fastening parts of the central ship and side floats. The aerotoils are also braced by diagonally extending crossed transversely disposed tension cables 82 which extend from the compression struts the stablizers H,

to the vertical main struts 29 and the iongitudinally extending main spars The extreme up n ends o1? the stabilizers ll which will & later described in detailfare also braced by similar transversely extend ing inclined tension wires 89. While l have disclosed a preferred way of bracing the stabilizers, the coaches or nacelles Gr, the longitudinally extending spars 28, and the nascent vertical struts 29, it is to be understood that the'same can be braced by other arrange ments of tension cables or steel rods, and that these cables, steel rods, or wires are placed at the points where the most advantage will be derivedv therefrom and where undue stress is likely to occur. lit is also preferred to brace the aerofoils by inclined wires or tension cables 90 which extend transversely of the aeroloils and longitu- 75 dinally of the path of flight. l

The stabilizers ll form an important feature of my invention and by means of the 1 improved stabilizers, the wind stream is divided to the best advantage and forced under the aerofoils and lateral sway and side slip of the air-craft is prevented. These stabilizers also form another important feature, as the same are disposed in the spaces 45 between the aeroloils and directly in longitudinal alignment with the longitudinally extending spars 28 and the main compression struts 29, and thus tend to ard these members and prevent them from ofiering any appreciable head resistance to the flight of the aircraft.

As clearly shown in the drawings, these stabilizers extend upwardly from the hacelles or coaches G and terminate at a point above the banks of aeroifoils all. There is also a stabilizer, as indicated by the reference character 91, disposed at the tail end of the machine, and this stabilizer supports the empennage L and the rudder N, as will be hereinafter more fully described The combination of this stabilizer $1, the empennage L, the elevators M, the rudder N and the guide pulleys 103 and lt l also form an important feature of my invention.

These stabilizers H include parallel side walls 93 and converging front plates walls 94 which define a vertically disposed ly positioned sharp leading edge which tends to cut the, air current and di air currents under the banks oi? acre The converging i'ront walls 94': and b side walls 93 act in the nature stabilizers, thus to prove swaying of the mac thereof wh "n rear walls of tlr or wit izers may be suitab framing ant covered w h some suita is light such as be l-OOll clo' connected directly U sion struts 39 and the len ing; main Spa s or longeroi The stabilizers, which oare disposes central portion or longitudinal r aircraft, be provided with an extension and this extension projects above aeroioils the sides thereof inclin or wardly from. the leading echo ca suring a true stabilizing balance for the tying all of the passengers and frei ht and the other stabilizers, as it can be seen by rear .wall. If so desired, only the front I cab; 104- is braced or secured in an'y pre centrally disposed stabilizer can be with this extension.

The rear stabilizer, indicated by the refercompressions or struts 29. ence character 91 is carried by the rear end The center ship I and the side floats J and ing spars or longerons 28 and the vertical,

y of the center ship I and is of course con- K also form an important part-of my inven-.

structed substantially the same as the stabil- 'tion, but it is to'be also understood that the izers heretobefore described, but it is to be center ship and floats can also be dispensed wheels or undercarriage 75. As heretobefore stated, the central ship I j.

clearly understood that the rearend or tail with and landing stabilizer has a greater stabilizing effect than substituted therefor.

referring to the drawin s, that the relatively extends. from the extreme front of the airtall, elongated vertical y disposed forwardcraft to the extreme rear end thereof, while ly extending converging front plates project the side floats J and K extendfrom the ex,- out to a greater extent than the other stabi'ltreme front end of the aircraft and termiizers; thereby the-said-front plates and the nate at a point short of the rear'end thereof.-

parallel side walls, define means for 'in- The center shipI can also be used for car" tail plates, elevators and rudder. This it'is preferred to provide the same with suitstabihzer also extends above the framing E able window glasses or the like 105. By reat the rearmost compression or vertical strut ferrin to the drawings, it can'also'be seen 29, as at 98 in order to form an efiective that t e front and rear ends of the centermeans for bracing said stabilizer indicated by ship I and the side floats J and K curve upthe. reference character 91. As heretobefore wardly as at 106 and 107. This provides stated, this stabilizer carriesthe em ennage means for facilitating the rising and ali ht- L, which consists of a plurality 0 supering of the-aircraft on the water. The otposed planes 99, which are'constructed sub toms 'ofrthe cent/er ship and floats are -V.- stantially the same as the banks ofaerofoils shaped and tend to divide the water and .air

40 with the exception that the rear deflectwith little resistance.- These front curved ing surface thereof is eliminated. These ends 106 of the center ship and side floats planes 99 are suitably connected together by support the V-shaped bottoms of the for-, vertical compression struts 100 and braced ward nacelles indicated by the reference by diagonal tension cables 101. characters .52, 53and 54, and thus merge The two uppermost planes 99 carry the into the stream line configuration, of said elevators M which are of a novel construcnacelles andthe center ship and side floats.

tion. These elevators M are of course"hing- Owing to the construction of the center ship edly connected to the trailing edges of the and side floats, the airship can glide over two upgirmost planes, and when these elethe water at a high rate-off speedsindthe vators are viewed in end elevation or V-shapedbottoms thereof will prevent'the cross section they are of substantially, fish natural adhesion of the water thereto when tail configuration. Now, it is obvious by this the plane or aircraft is rising from the configuration of the elevators, the same do water. The extreme ends of the center ship not have to be swung upwardly or down- I and the side floats J and K are provided wardly to any great extent when desired to -with rearwardly extendingflat' tail exten-- 7 ascend or descend, and thus the inactive sursions 109which act as stabilizin 1 surfaces faces of these elevators will be efiectively upon the water. The central ship can have out of the wind stream during the ascending .-;its extension 109 provided with a water 1 or descending of the aircraft. rudder 110 which can also have attached Disposed directly at'the longitudinal centhereto suitable control cables or pull ropes ter of the stabilizer indicated by the refer- 111 which can lead to the control cab 104. ,ence character 91 is the rearwardly extend- Fromthe "foregoing description of the ing flat rudder N hingedly connected to the form A of my invention,- it can be seen. that stabilizer. The rudder N and the elevators a novel aircraft has been provided, which is M are controlled by suitable cables or pull capable of carrying a large quantity of ropes 102 and 103 respectively, which are freight and passengers and which is so con-- trained about suitable guidepulleys 103' and structed that the tipping over-"of the ma-g v 104', and these ull ropes can also be trained chine by the carrying of large outwardly about guide pu leys 105' which are hingedextending central shipand side floats at the ly connected to the central longitudinally forward end thereof is eliminated, In viewextending frame 25 whereby a better leverof the fact that the planes or aerofoils. 40

age is obtained by the pull ropes 102 and start at the front end of the mach-hie, the

103; which cables lead to a suitable control easy rising of the machine from the water is cab 104 disposed in the central long-itudifacilitated, and makes the controlling of the nally extending frame 25 in rear. of the rear machine the elevators M easily accommost nacelle or coach body G. This control pllshed.

' foils.

In this type of aerial train in which the nacelles or coach bodies G are disposed above the central ship and side floats, and all the other types of my invention, it. can be seen that the vertically disposed converging front walls and the side walls of the stabilizers including the longitudinally extending side walls of the nacelles or coach bodies act as supporting wings or aerofoils, which construction, when the aeroplane is banking, with the weight of the engines, passengers, and freight carried in the lower coaches and the central ship, prevents side slipping, so that the aerial train will quickly right itself.

.In the forms B and G of the improved airship, I eliminate the coach bodies or nacelles G above thetside floats J and K. Otherwise, the aircrafts B and C are of a slightly smaller overall dimension than the form A, and as the floats J and K are of the of a different construction. At the extreme forward ends of the floats J and K are provided inwardly extending inclined brace rods 112 which lead to suitable advantageous points on the forward nacelle or coach body G, which for the sake of clearness is also indicated by the reference character 113. I- provide novel side compression strut members 11 1 for connecting the side floats J and K with the banks of the aerofoils, and as shown these compression members extend up from the floats J and K to the lowermost aerofoil of the banks of aero- As shown, these com ression members are of a sul'istantially diamond shape when viewed in front elevation and consists of a central rod or compression member 115 and a centrally disposed horizontal member 116. Extending from the terminals of the vertical member 115 to the terminals of the horizontal member 116 are the inclined side bars 117. This frame can be suitably interfloat, only the vertically extending compression bars 121 are provided, the lower terminals of which can be braced by side inclined bars 122.

The side float compression members and aerofoils in these forms B and G are bracedin the same manner by tension cables and steel rods, as in the form A just described, and the banks of aerofoils are connected together by the longitudinally disposed rods or bars 123, as in the form just described.

Now, in the form B I have disclosed a combination quadriplane and .triplane, while in the form C I have shown a combination triplane and biplane. This is the only difference between these two forms of my invention, and it is obvious that the aircraft can be made in different sizes to suit varying conditions and that the means of strengthening and bracing the various parts thereof can be varied according to the size of the aircraft.

In the form D,'I have shown the principles of my invention applied to a plane of a relatively small type and provided with a wheeled under carriage 126. -While I have shown the wheeled under carriage 126 only applied to a relatively small aircraft embodying the features of my invention, it is to be also understood that the wheeled undercarriage can be utilized with the relatively large types of aircraft embodying the features of my invention r This form I) of my invention includes essentially the main longitudinally extending spar or longeron-131, and a longitudi- J nally extending keel 132 which can be, but not necessarily is, of a brace or truss construction. As shown, this keel is of a solid construction. The keel 132 is connected to the longitudinally extending spar or longeron 131 by means of vertical struts 133 which can be in the nature of rods, if so desired, and the whole resultant frame is braced by diagonally extending tension wires 134. The extreme forward end of the machine is provided directly above the main longitudinally extending spar 131, with the relatively short longitudinally extending spar 132 which serves as means for supporting a portion of the front part of the aeroplane which will be hereinafter more fully described. This relatively short longi- 7 tudinally extending spar 132 is braced by vertical struts or compression members 131 which may form a continuation of the compression members or struts-133. This upper construction is also braced by diagonally extendin wires 135.

A p urality of coach bodies or micelles 136, 137, 138 and 139 are arranged in spaced collinear relation throughout the length of the airplane, and as shown a rear body 140 is provided which can act in the nature of a stabilizer. The forward nacelle or coach body 136 carries a tractor propeller 141 and the front end of this nacelle or coach body is provided with converging side plates 142 which provides the leading sharp edge 143 which divides the air stream and directs the same under the sustaining surfaces of the aeroplane. The lower surface of all of the nacelles or coach bodies are of a V-shape as indicated by the reference character 144, and the V-shaped bottoms de crease in height toward the rear ends there- 

